Platform trailer with reinforced neck

ABSTRACT

A platform trailer neck reinforcement structure includes a first beam reinforcement structure that includes: (i) a first beam inner insert connected to an inner side of the first beam; and, (ii) and a first beam outer insert connected to an outer side of the first beam. The neck reinforcement structure also includes a second beam reinforcement structure that includes: (i) a second beam inner insert connected to an inner side of the second beam; and, (ii) and a second beam outer insert connected to an outer side of the second beam. Internal cross members extend between and interconnect the first beam inner insert and the second beam inner insert. A first group of external cross members are located between the first beam outer insert and the left side rail, and a second group of external cross members are located between the second beam outer insert and the right side rail. Each external cross member comprises an inner segment connected to an outer segment, said inner and outer segments of each external cross member of the first group connected respectively to the first beam outer insert and the left side rail, and the inner and outer segments of each external cross member of the second group connected respectively to the second beam outer insert and the right side rail.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority from and benefit of the filing date ofU.S. provisional application Ser. No. 61/863,395 filed Aug. 7, 2013, andthe entire disclosure of said provisional application is herebyexpressly incorporated by reference into the present specification.

BACKGROUND

Platform or “flatbed” trailers manufactured using main beams definedfrom aluminum alloy are becoming increasingly popular as compared tothose manufactured using main beams defined from steel. These platformtrailers manufactured using aluminum beams have traditionally beenmanufactured using beams that have a height in the neck region of thetrailer that is greater than desired in order to provide the neck regionof the trailer with sufficient strength. The height of these aluminumbeams in the neck region of known trailers negatively impacts the cargocarrying capacity of the trailer by reducing the height of the load thatcan be transported on the trailer while keeping the overall height ofthe load below the maximum height required by law and/or by bridges,overpasses, or like structures under which the trailer and load mustpass. This reduction in load height negatively impacts the ability touse aluminum beam platform trailers including “curtainside” or othercanopy structures, because the height of the canopy structure must bereduced correspondingly with the increase in beam height in the neckregion to ensure that the canopy structure does not have an overallheight greater than legal or other limits, which constrains the amountof cargo that can be hauled inside a curtainside or other canopiedplatform trailer manufactured using aluminum beams. Trailersmanufactured using steel beams instead of aluminum have reduced theheight of the beams in the neck region, but the steel beams aresusceptible to corrosion and add to the empty weight of the trailerwhich decreases load capacity and increases fuel consumption.

In light of the foregoing, a need has been identified for a platformtrailer manufactured using aluminum beams that have a substantiallyreduced height in the neck region, while still having sufficientstrength for the trailer to carry coils of steel and other heavy andconcentrated loads.

SUMMARY

In accordance with one aspect of the present development, a platformtrailer includes a forward end and a rear end spaced apart from eachother along a longitudinal axis. A cargo supporting platform extendsbetween the forward end and the end and includes left and rightlaterally spaced-apart sides. A chassis supports the platform andincludes first and second beams that extend parallel to the longitudinalaxis. The first and second beams each define a first height H1 locatedaxially between the forward end and the rear end. At least one axleassembly is connected to the chassis between a midpoint of the trailerand the rear end and includes left and right rotatable wheel and tireassemblies. The midpoint is located halfway between the forward end andthe rear end. The trailer includes a neck region adjacent the forwardend where the first and second beams each define a second height H2 thatis less than the first height H1. A fifth wheel plate is fixedly securedto and extends between both the first and second beams in the neckregion. A kingpin is connected to the fifth wheel plate and is adaptedto be engaged by an associated tractor fifth wheel. The trailer furtherincludes a neck reinforcement structure located in the neck region. Theneck reinforcement structure includes a first beam reinforcementstructure connected to the first beam. The first beam reinforcementstructure includes: (i) a first beam inner insert connected to an innerside of the first beam that faces the second beam; and, (ii) and a firstbeam outer insert connected to an outer side of the first beam that isoriented away from the second beam. The neck reinforcement structurealso includes a second beam reinforcement structure connected to thesecond beam. The second beam reinforcement structure includes: (i) asecond beam inner insert connected to an inner side of the second beamthat faces the first beam; and, (ii) and a second beam outer insertconnected to an outer side of the second beam that is oriented away fromthe first beam. A plurality of internal cross members extend between andinterconnect the first beam inner insert and the second beam innerinsert. A first group of external cross members are located between thefirst beam outer insert and the left side rail, and a second group ofexternal cross members are located between the second beam outer insertand the right side rail. Each external cross member comprises an innersegment connected to an outer segment, said inner and outer segments ofeach external cross member of the first group connected respectively tothe first beam outer insert and the left side rail, and the inner andouter segments of each external cross member of the second groupconnected respectively to the second beam outer insert and the rightside rail.

BRIEF DESCRIPTION OF DRAWINGS

FIGS. 1A and 1B are left (driver side) and right (passenger side)elevation views, respectively, of a platform semi-trailer with areinforced neck formed in accordance with the present development;

FIG. 2A is a partial plan view of the trailer as taken at line A-A ofFIG. 1A;

FIG. 2B is a section view of the trailer of FIG. 1A as taken at line B-Bof FIG. 1A;

FIG. 2C is a simplified section view taken at line C-C of FIG. 1A;

FIG. 2D is a simplified partial section view taken at line D-D of FIG.2C;

FIG. 2E is a simplified partial section view taken at line E-E of FIG.2C;

FIG. 2F is an enlarged view of portion F of FIG. 2C;

FIG. 3A is an isometric view of a right portion of the reinforced neckstructure of a trailer formed in accordance with the present development(the platform members are not shown);

FIG. 3B is an isometric view of a left portion of the reinforced neckstructure of a trailer formed in accordance with the present development(the platform members are not shown);

FIG. 4 is a bottom view of the fifth wheel plate used in the reinforcedneck structure of the present development;

FIG. 5 is a partial bottom view of a trailer including a reinforced neckaccording to the present development;

FIGS. 6A and 6B illustrate a method of installing the fifth wheel plateof FIG. 4 as part of the reinforced neck structure RS;

FIG. 7 is similar to FIG. 2D but shows alternative internal crossmembers that have a hat channel shape instead of a Z-bar shape;

FIG. 8 is similar to FIG. 5, but shows an alternative embodiment inwhich the fifth wheel plate comprises first and second tail portionsthat extend rearward beyond a midpoint of the trailer.

DETAILED DESCRIPTION

FIGS. 1A and 1B are left (driver side) and right (passenger side)elevation views, respectively, of a platform or “flatbed” semi-trailerTR formed in accordance with the present development. The trailer TR isadapted to be connected to and pulled by a tractor/truck (not shown).The trailer TR comprises a forward edge or forward end FT and a rearedge or end RT spaced-apart from each other on a longitudinal axis L.

Referring to FIGS. 1A-2B, it can be seen that the trailer TR furthercomprises a cargo-supporting platform P including left and rightlaterally spaced-apart sides LP,RP. The forward edge or forward end FTof the trailer TR and the rear edge or rear end RT of the trailer aredefined by the opposite ends of the cargo-supporting platform P spaced amaximum distance from each other along the longitudinal axis L. Theplatform P is supported by and connected to a frame or chassis C thatincludes first (left) and second (right) spaced-apart main beams B1,B2that extend parallel to each other and to the longitudinal axis L fromthe forward end FT to the rear end RT. Each beam B1,B2 defines an I-beamprofile comprising an upper flange F1 and a lower flange F2 (FIG. 2B)connected by a vertical beam web BW. The beams B1,B2 are aluminum alloy(sometimes referred to herein simply as “aluminum”) beams that arefabricated by welding or otherwise, e.g., by abutting and weldingtogether or otherwise connecting two separate T-shaped aluminum alloyextrusions. A suitable aluminum alloy for the beams is 6061-T6, althoughother suitable aluminum alloys can be used without departing from thepresent development. The beams B1,B2 are preferably prearched, i.e.,manufactured such that at least the upper flange F1 has an archedconfiguration during fabrication, with the apex of the arch beingoriented upward and located along the upper flange F1 generally near amidpoint M along the longitudinal axis L of the trailer or otherwiselocated between the forward end FT and rear end RT of the trailer. Theaxial midpoint M is located halfway between the forward end FT and therear end RT of the trailer, i.e., the midpoint M is located half themaximum distance between the most forward edge of the forward end FT andthe most rearward edge of the rear end RT of the trailer T.

A kingpin K is located at the forward end FT of the trailer TR,centrally located laterally between and connected to the beams B1,B2 bya fifth-wheel plate KP, and is adapted to be engaged by a fifth-wheel ofan associated tractor/truck for towing the trailer TR. The rear end RTof the trailer includes at least one and typically at least two axleassemblies A connected to the chassis, e.g., to the lower flanges F2 ofbeams B1,B2. Each axle assembly A comprises at least one left and atleast one right rotatable wheel and tire assemblies W for movablysupporting the trailer TR on a road or other surface S. The trailer TRfurther comprises a dolly assembly D, typically located axially betweenthe kingpin K and an axial midpoint of the trailer TR. The dollyassembly D includes support feet DF that are selectively lowered tosupport the forward end FT of the trailer TR when the kingpin is notconnected to an associated tractor/truck (the dolly assembly D is shownonly in FIGS. 1A & 1B for clarity).

The platform P comprises left and right side rails RL,RR that delimitthe opposite lateral sides LP,RP of the platform, respectively. Theseside rails RL,RR are each typically defined as one-piece/monolithicextrusions of aluminum alloy (such as the same material used for thebeams B1,B2) having a profile such as that shown in FIG. 2B and thatextend in one piece from the forward end FT to the rear end RT of thetrailer TR parallel to the beams B1,B2 and the longitudinal axis L (theprofiles of the side rails RL,RR are typically mirror images of eachother as shown herein). The side rails RL,RR are arched similarly to thebeams as shown in FIGS. 1A and 1B with an apex of the arch orientedupward and located between the forward and rear ends FT,RT.

The platform P, itself, comprises a plurality of wood and/or metallongitudinally extending platform members PK, each of which extendslongitudinally from the forward end FT to the rear end RT of thetrailer, as one-piece or otherwise to define an upper cargo-supportingsurface P1. Typically, the platform members PK comprise aluminumextrusions and/or wooden planks or the like. Regardless of the materialused to define the platform members PK, it should be noted that they areshown as extending longitudinally between the forward and rear trailerends FT,RT, but can alternatively extend laterally or transverselybetween the left and right side rails RL,RR. In the illustrated trailerembodiment, the upper flange F1 of each beam B1,B2 also defines part ofthe upper/outer surface of the platform P and is arranged to liesubstantially flush with the platform members PK located on its oppositelateral sides as is readily apparent in FIG. 2B. Because of its archedshape, the platform P is highest above the support surface S between thefront and rear trailer ends FT,RT, with the front and rear ends FT,RTbeing located closer to the road or other support surface S on which thetrailer TR is positioned as compared to the central portion of theplatform P.

To support the longitudinally extending platform members PK, theplatform P further comprises a plurality of transversely extending crossmembers CM (FIGS. 2A & 2B) located beneath the platform members PK ataxially spaced intervals along the entire length of the trailer. Thecross members CM are welded or otherwise connected to and extendperpendicularly between the left and right side rails RL,RR, passingthrough the web BW of the beams B1,B2 (in some cases the cross membersCM comprise three separate cross member sections or “stubs” locatedrespectively beneath and supporting the left, middle and right platformsections and abutted with the beams B1 and/or B2 instead of a singlemember that passes through both of the beams B1,B2). These cross membersCM can have a variety of shapes, e.g., I-beam, U-shaped, C-shaped, etc.and are defined from aluminum extrusions or the like.

The forward region of the trailer TR where the kingpin K is located isreferred to as the neck or neck region N, due to the fact that the beamsB1,B2 are reduced in overall height in this region to accommodate themating connection of a truck/tractor with the kingpin K (beam height His measured as the maximum distance between the outer surface of eachflange F1,F2 when measured parallel to the beam web BW as shown in FIG.2B). For ease of reference herein, the neck region N is defined in oneexample as beginning adjacent the dolly assembly D, at a point where theheight H of the beams B1,B2 begins to decrease from a maximum height andcontinues forward from such point where the height H of the beams B1,B2begins to decrease and extends to the forward edge of the trailer TR. Asshown in FIG. 1A, the beams B1,B2 define a full or maximum first heightH1 at a primary load carrying location axially between the dollyassembly D and the wheel and tire assemblies W, and the beams B1,B2define a reduced or second height H2 in the neck region N (as measuredat the axial location of the kingpin K), wherein H2<H1. According to thepresent development, H2≦0.3*H1. In one such example, H1=21 inches ormore and H2=6 inches or less. It is most preferred that H2≦0.25*H1,e.g., where H1=23.5 inches or more and H2=5.5 inches or less such thatH2≦0.234*H1. For all embodiments disclosed herein, it is not intendedthat the first height H1 and/or the second height H2 be limited to anyparticular dimensions unless specifically recited in the claims. Atrailer TR formed according to the present development comprises areinforced neck N that counteracts the effects of reducing the beamheight H2 in the neck region N to a value H2 that is less than 30% oreven less than 25% of the first (maximum) beam height H1. The reducedbeam height H2 in the neck region N increases the cargo capacity of thetrailer TR, especially if a curtain side cover or other cover isconnected to the trailer that must have a maximum vertical height belowa certain allowable limit (e.g., 13 feet, 6 inches), i.e., given amaximum allowed overall trailer height, a lower beam height H2 in theneck region N will allow for a corresponding increase in the height ofany curtain side structure or other enclosure connected to the trailerTR which will correspondingly increase the cargo capacity of the trailerTR. Based upon known tractor fifth wheels being located 46 inches abovethe road support surface S, a beam height H2 in the neck region N of 5.5inches will place the upper surface of the platform P at the kingpin Kat a maximum of 52 inches accounting for the presence of the fifth-wheelplate KP which is typically ¼ inch thickness.

The structure of the reinforced neck N of the trailer TR is shown inFIGS. 2C, 2D, 2E, 2F, 3A, and 3B. Referring to these drawings, thereinforced neck N comprises a reinforcement structure RS comprising afirst beam inner reinforcement structure or first beam inner insert I1connected to an inner region of the first beam B1, and a second beaminner reinforcement structure or second beam inner insert I2 connectedto an inner region of the second beam B2 (the inner region of each beamB1,B2 is the portion that faces the other beam B1,B2). The first andsecond beam inner inserts I1,I2 are arranged in spaced-apart facingrelation with respect to each other. The neck reinforcement structure RSfurther comprises at least one and preferably a plurality of internalcross members IX that extend between and interconnect the first andsecond beam inserts I1,I2. As shown, the neck reinforcement structure RScomprises a plurality of internal cross members IX that are arrangedperpendicular to the trailer longitudinal axis L and parallel andspaced-apart relative to each other. In the illustrated embodiment, atleast some of the internal cross members IX are Z bar members that havea z-shaped cross-sectional profile, i.e., a vertical central web IZ3with upper and lower flanges IZ1,IZ2 that extend outwardly from the webin opposite directions. FIG. 7 is similar to FIG. 2D but shows analternative embodiment of a neck reinforcement structure RS′ in whichthe internal cross members IX′ have a hat channel shape instead of aZ-bar shape (see detail “A”) and are arranged with the closed side ofthe hat channel oriented toward the fifth wheel plate KP.

The neck reinforcement structure RS also comprises a plurality ofexternal cross members EX including a first group of external crossmembers EX1 that extend between and interconnect the first main beam B1and the left side rail RL and a second group of external cross membersEX2 that extend between and interconnect the second main beam B2 and theright side rail RR. In the present example, the external cross membersEX are arranged perpendicular relative to the trailer longitudinal axisL, and are arranged parallel and spaced-apart relative to each other. Inthe illustrated embodiment, at least some of the external cross membersEX are also Z bar members as described above and shown herein. FIGS. 3A& 3B are isometric views that respectively show the right and leftportions of the reinforced neck structure RS. FIGS. 3A & 3B show onlyone each of the internal cross member IX and external cross member EX,but those of ordinary skill in the art will recognize that the internaland external cross members IX,EX not shown have a correspondingstructure to the illustrated cross members IX,EX. FIGS. 3A & 3B also donot show the platform members PK of the trailer TR in order to revealthe internal and external cross members IX,EX.

The neck reinforcement structure RS further comprises a specializedfifth-wheel plate KP that is connected to and that extends between thelower flanges F2 of the first and second main beams B1,B2. Thefifth-wheel plate KP is also described in further detail below.

As noted, the first and second beam inner inserts I1,I2 are respectivelyconnected to the inner regions of the first and second beams B1,B2,wherein the inner region is the portion of the beam B1,B2 that is facinginwardly toward the other beam B1,B2. Referring to FIGS. 2F, 3A & 3B, itcan be seen that the inner region of each beam B1,B2 comprises aC-shaped inner recess RI defined between the web BW and the upper andlower flanges F1,F2 on the inner side of the beam B1,B2 that faces theother beam B1,B2. In the illustrated embodiment, the inner recess RIpreferably comprises a lower corner CR defined at the intersection ofthe lower flange F2 and the web BW, and this lower corner CR defines atleast substantially a 90 degree or right angle.

The first and second beam inner inserts I1,I2 comprise respective bracesBR1,BR2. The braces BR1,BR2 each comprise a first leg BL1 that extendsadjacent and abuts the respective beam web BW and each comprise a secondleg BL2 that is connected to and that extends perpendicularly outwardfrom the first leg BL1 out of the recess RI beyond the edge of the upperflange F1 toward the other beam B1,B2. The first leg BL1 of each braceis preferably seated in the lower corner CR of the respective beamB1,B2. The second leg BL2 preferably contacts at least part of the upperflange F1 as shown so that the brace BR1,BR2 fits between the beamflanges F1,F2 with minimal clearance. The braces BR1,BR2 each extendlongitudinally rearward from a front end located adjacent the front endBF of the beams B1,B2 at the front FT of the trailer TR to a rear endthat is located at a place where the beam height H is greater than thesecond (neck) height H2 but less than the first (maximum) height H1. Thebraces BR1,BR2 are preferably mirror images of each other and preferablyare each provided as a one-piece angle member comprising the first andsecond legs BL1,BL2, but they can be fabricated from two or more piecesthat are welded or otherwise connected together.

For each inner beam insert I1,I2, a plurality of first fasteners such asbolts T1 extend through the beam web BW and the first leg BL1 of eachbrace BR1,BR2 and are used to connect the first leg BL1 to the beam webBW to secure the insert I1,I2 in the inner recess RI of its respectivebeam B1,B2. Only some of the first fasteners T1 are shown in thedrawings to simplify the views, but they preferably are located atspaced intervals along the full axial length of each brace BR1,BR2.

As noted above, the neck reinforcement structure RS also comprises aplurality of internal cross members IX. These internal cross members XBare arranged perpendicularly or otherwise transverse to the first andsecond beams B1,B2 and are spaced axially from each other. Each of theinternal cross members IX extends between and interconnects the firstand second braces BR1,BR2. At least some of the internal cross membersIX are shaped and dimensioned to fit closely and with minimal clearancebetween the lower flange F2 of each beam B1,B2 and the second leg BL2 ofthe braces BR1,BR2 as shown in FIGS. 2D, 2F, 3A, & 3B. In theillustrated example, the first end of each internal cross member IX isabutted with and connected to the brace BR1 of the first beam insert I1,and the opposite second end of each internal cross member IX is abuttedwith and connected to the brace BR2 of the second beam insert I2. Moreparticularly, a first end of each internal cross member IX is abuttedagainst and welded to the first leg BL1 of the first brace BR1, and theopposite second end of each internal cross member IX is abutted againstand welded to the first leg BL1 of the second brace BR2. Each internalcross member IX is preferably also mechanically fastened at its oppositefirst and second ends to the first and second braces BR1,BR2,respectively, using bolts or other second fasteners T2 as shown in FIGS.2F, 3A, & 3B. The heads T2 of the second fasteners T2 are preferablycountersunk into the second leg BL2 of the brace BR1,BR2 so as not tointerfere with the placement of the platform members PK. In theillustrated embodiment, at least some of the internal cross members IXare Z bar members that have a z-shaped cross-sectional profile includinga first (upper) leg IZ1, and a second (lower) leg IZ2 that project inopposite directions from a central vertical support IZ3.

As noted, the trailer beams B1,B2, the conventional cross members CM,the left and right side rails RL,RR, and at least some of the trailerplatform members PK are defined from aluminum alloy, typically asextrusions of 6061-T6 or similar. Except as otherwise noted herein, thecomponents of the neck reinforcement structure RS are preferably definedfrom steel, most preferably stainless steel such as 304 stainless steelor another suitable stainless steel. This allows the opposite ends ofthe stainless steel internal cross members IX to be welded to thestainless steel braces BR1,BR2, which are secured to the aluminum beamsB1,B2 by the first fasteners T1. In order to allow the aluminum trailerplatform members PK to be welded to the internal cross members IX, theinternal cross members IX preferably comprise an aluminum angle or otheraluminum header IH (not shown in FIG. 2F, see FIGS. 3A & 3B) fixedlysecured thereto, between the braces BR1,BR2 using bolts or other thirdfasteners T3 in order to provide an aluminum-to-aluminum interfacebetween the internal cross members IX and the platform members PK forwelding.

The neck reinforcement structure RS further comprises first and secondouter inserts respectively comprising first and second outerreinforcement plates OP1,OP2, also preferably defined from 304 stainlesssteel or other stainless steel, or an alternative such as carbon steel.The first outer plate OP1 is secured to the first main beam B1 inabutment with the beam web BW in an outer recess RO defined between theupper and lower beam flanges F1,F2 on the outer side of the beam B1opposite the internal recess RI. The first fasteners T1 used to securethe brace BR1 to the first beam B1 are also used to secure the outerplate OP1 to the first beam B1. Similarly, the second outer plate OP2 issecured to the second main beam B2 in abutment with the beam web BW inan outer recess RO defined between the upper and lower beam flangesF1,F2 on the outer side of the second beam B2 opposite the internalrecess RI. The first and second outer inserts OP1,OP2 are located on theoutside of the first and second beams B1,B2, respectively, wherein theoutside of each beam B1,B2 is located on the side opposite the inside ofthe same beam and oriented away from the other beam B1,B2. The firstfasteners T1 used to secure the second brace BR2 to the second beam B2are also used to secure the second outer plate OP2 to the second beamB2. The first and second outer plates OP1,OP2 preferably extend axiallyalong the respective beams B1,B2 at least to a location where the beamheight H is greater than the second beam height H2 but less than thefirst beam height H1.

The plurality of external cross members EX are arranged perpendicularlyor otherwise transverse to the first and second beams B1,B2 and arespaced axially from each other. The first plurality or first group EX1of external cross members EX extends between and interconnects the firstouter plate OP1 to the left side rail RL, and the second plurality orsecond group EX2 of external cross members EX extends between andinterconnects the second outer plate OP2 to the right side rail RR. Theexternal cross members EX each comprise an inner segment EXa that isconnected to the respective outer plate OP1,OP2 and an outer segment EXbthat is connected to the respective trailer side rail RL,RR. The innersegment Exa is defined from 304 stainless steel or other stainless steel(or carbon steel) that can be welded to the respective outer plateOP1,OP2, and the outer segment EXb is defined from aluminum such as analuminum extrusion that can be welded to the aluminum left/right trailerside rail RL,RR. The inner and outer segments Exa,EXb are connectedtogether by at least two bolts or other cross member fasteners T4 or byother means such as by a bi-metal weld connector that facilitateswelding of dissimilar metals. More particularly, the inner end of eachinner segment EXa of the first group of external cross members EX1 isabutted with the first outer plate OP1 and secured thereto by welding orother means, and an inner end of each inner segment of the second groupof external cross members EX2 is abutted with the second outer plate OP2and secured thereto by welding or other means. In the illustratedembodiment, the inner segments EXa comprise Z bar members that have az-shaped cross-sectional profile including a first (upper) leg EZ1, anda second (lower) leg EZ2 that project in opposite directions from acentral vertical support EZ3. The outer end of each outer segment EXb ofthe first group of external cross members EX1 is abutted with the leftside rail RL of the trailer TR and is secured thereto by welding orother means, and the outer end of each outer segment EXb of the secondgroup of external cross members EX2 is abutted with the right side railRR of the trailer TR and is secured thereto by welding or other means.The use of segmented external cross members EX1,EX2 allows the inner andouter segments EXa,EXb each to be welded to a weld-compatible metal atone end and to be securely connected together to define a suitable crossmember structure. If the external cross members were defined from asingle metal, only one end thereof could be welded given that the leftand right side rails RL,RR are defined from aluminum alloy and the firstand second outer plates OP1,OP2 are defined from steel such as stainlesssteel.

As noted above, the neck reinforcement structure RS further comprises aspecialized fifth-wheel plate KP. FIG. 4 shows a bottom view of afifth-wheel plate KP provided in accordance with the present developmentand suitable for use as part of the neck reinforcement structure RS.FIG. 5 is a bottom view that shows the fifth-wheel plate KP installed aspart of the neck reinforcement structure RS. The fifth wheel plate KPcomprises a one-piece plate that is bolted or otherwise fixedly securedbeneath the lower flanges F2 of the beams B1,B2 at least in the neckregion N. The fifth wheel plate KP comprises a one-piece steel (e.g.,1050 steel, ¼ inch), stainless steel (e.g., 304 stainless, ¼ inch), oraluminum alloy plate (e.g., ½ inch) that is bolted or otherwise fixedlysecured beneath the lower flanges F2 of the beams B1,B2 at least in theneck region N. The kingpin K is bolted or otherwise secured to the fifthwheel plate KP. The fifth wheel plate comprises a main portion KP1 thatbegins adjacent the forward edge of the trailer and that extendsrearward a distance KPL so as to extend axially rearward beyond thekingpin K. The main portion KP1 extends at least completely between andis connected to both of the beams B1,B2 and is connected to theouter/under side of the beam lower flanges F2. The fifth wheel plate KPfurther comprises a bifurcated tail portion KP2 including a first tailportion KP2 a and a second tail portion KP2 b. The first and second tailportions KP2 a,KP2 b are spaced apart from each other and preferablyequal length. The first tail portion KP2 a is located adjacent andconnected to the outer/under side of the lower flange F2 of the firstbeam B1, and the second tail portion KP2 b is located adjacent andconnected to the outer/under side of the lower flange F2 of the secondbeam B2. The tail portions KP2 a,KP2 b preferably extend axiallyrearward beyond the neck portion N to an area where the beams B1,B2define a height H≦0.75*H1. As shown in FIGS. 2F, 3A, 3B & 5, the fifthwheel plate KP is preferably bolted to the beams B1,B2 using fifth wheelplate fasteners T5 that pass through the fifth wheel plate, the lowerbeam flange F2, and optionally also through the second leg IZ2 of aninternal cross member IX if the fastener T5 is located where it willpass through the second leg IZ2 of an internal cross member. Thefasteners T5 comprise heads T5 h (FIG. 2F) that are countersunk intocounterbores KB defined in the fifth wheel plate KP so as to be flushwith the outer (lower) face thereof and not to interfere with the fifthwheel of the tractor that is engaged with the kingpin K.

In the region of the main portion KP1 of the fifth wheel plate thatextends between the main beams B1,B2, at least some of the internalcross members IX are bolted, welded or otherwise fixedly secured to themain portion KP1 of the fifth wheel plate using the fifth wheel platefasteners T5. A plate or box-shaped insert or insert structure IS isbolted, welded or otherwise fixedly secured to the fifth wheel platemain portion KP1 and is located laterally between the lower flanges F2of the main beams B1,B2. The presence of the insert IS facilitatesinstallation and retention of the fasteners T5 through the fifth-wheelplate KP and internal cross-members IX in the region between the beamsB1,B2 without permitting any distortion or other deflection of thefifth-wheel plate KP inward/upward toward the internal cross members IXbeyond the lowermost surface of the lower beam flanges F2. In oneexample, the insert IS is a separate structure that is secured betweenthe fifth-wheel plate KP and an internal cross member IX by thefasteners T5. In another example, the insert IS is first fixedly securedto the fifth-wheel plate KP by welding or using fasteners, and thefasteners T5 are installed later. In another alternative embodiment, theinsert IS is connected to the internal cross member IX by welding orfasteners or otherwise, or the insert IS is formed as a one-piecestructure as part of the internal cross member IX.

It is preferred that the fifth wheel plate be installed on the beamsB1,B2 as described below in more detail in relation to FIGS. 6A & 6Bwhich provide a side view of both beams B1,B2 (the inserts I1,I2 and atleast internal cross members IX have been previously installed asdescribed above but are not visible in FIGS. 6A & 6B). To begin thefifth wheel plate installation process, only a forward end KF of thefifth wheel plate KP is secured in its operative position to both thefirst and second beams B1,B2 adjacent their forward ends BF using someof the fasteners T5 and/or clamps or other means (counter bores KB havepreviously been formed in the fifth wheel plate KP by plasma cutting orotherwise to accommodate the fastener heads T5 h). The beams B1,B2including the internal cross members IX extending between the bracesBR1,BR2, are then (or previously are) subjected to a deflection force PSto urge the forward ends of the beams B1,B2 in the direction ofincreasing the arch of the pre-arched beams B1,B2, i.e., to tighten theradius or curve of the arch of the pre-arched beams B1,B2. Thus, in thecase where the trailer platform P is facing upward, the beams B1,B2 areurged downward at the forward end FT of the trailer. The deflectionforce is applied in the direction indicated by the arrow PS such thatthe portion of the beams B1,B2 that will be located at the forward endFT of the trailer TR are deflected downward (both beams B1,B2simultaneously and uniformly), i.e., the deflection force PS is directedfrom the upper flange F1 toward the lower flange F2 in the verticalplane of each beam web BW. The beams B1,B2 are deflected by the force PSas shown in broken lines in FIG. 6A. In one preferred embodiment, thebeams B1,B2, are provided as pre-arched beams that are manufactured toinclude an arch and, in such case, the force PS is oriented in the samedirection as the beam arch (down on the forward end FT of the trailerTR) so as to tighten the radius of the beam arch for at least the partof the beams B1,B2 where the neck reinforcement structure RS1 is to beinstalled. While this deflection force PS is applied and maintained,installation of the fifth wheel plate KP is completed by forcing thefifth wheel plate KP into abutment with the lower flanges F2 of thebeams B1,B2 moving progressively axially rearward such that the fifthwheel plate KP conforms to the contour of the lower flanges F2, and thepreviously formed bores KB of the fifth wheel plate KP are used as drillguides for drilling registered bores through the beam lower flanges F2and through the internal cross members IX and inserts IS for receivingthe fasteners T5. With the deflection force PS still present, thefasteners T5 are installed and completely torqued in position. Thedeflection force PS is removed only after the fasteners T5 are installedand fully torqued and fifth wheel plate KP is fully installed in itsoperative position. The presence of the installed fifth wheel plate KPprevents the deflected beams B1,B2 from return fully to theirundeflected state. As such, the neck reinforcement structure RS isdefined as an assembly at least partially held in its deflected state bythe fifth wheel plate KP.

FIG. 8 is similar to FIG. 5, but shows an alternative embodiment inwhich the fifth wheel plate KP′ comprises first and second tail portionsKP2 a′,KP2 b that extend rearward at least beyond the midpoint of thetrailer, preferably rearward to a location adjacent the forward-mostaxle assembly A. In one embodiment, the entire length of each of thefirst and second tail portions KP2 a′,KP2 b′ is defined as a one-piececonstruction together with the main portion KP1′ of the fifth wheelplate KP′. In an alternative embodiment, as shown in FIG. 8, each of thefirst and second tail portions KP2 a′,KP2 b′ comprises a primary segmentKS1 defined as part of a one-piece construction with the main portionKP1′ and a separately defined secondary segment KS2 connected to theprimary segment KS1 by welding, fasteners and/or other suitable means.In one embodiment, the primary and secondary segments are abutted at aseam KM and welded together. In another embodiment, the primary andsecondary segments are abutted at a seam KM and a plate KT (only oneplate KT shown in broken lines) is overlapped with both segments KS1,KS2and the seam KM and is welded and/or fastened to both segments KS1,KS2.

In addition to the reinforcement structure RS1, the neck region N of thetrailer T preferably also comprises one or more conventionalcross-members CM as shown in FIGS. 2D, 2E & 5. In particular, theseconventional cross-members CM extend completely and uninterruptedbetween and interconnect the left side rail RL and the right side railRR, while passing through the webs BW of the first and second beamsB1,B2 and passing through the first legs BL1 of the braces BR1,BR2 ofthe first and second beam inserts I1,I2. In the illustrated example,these conventional cross members CM and the outer plates OP1,OP2 arelocated such that the conventional cross members do not pass through theouter plates OP1,OP2, but the conventional cross members CM and theouter plates OP1,OP2 can alternatively be located such that theconventional cross members also pass through the outer plates OP1,OP2.

In one example, the neck reinforcement structure RS1 or other neckreinforcement structure provided in accordance with the variousembodiments disclosed herein is used to provide main beams B1,B2 thatdefine a second height H2 for the beams in the neck region of 5.00inches. In the example where the thickness KT of the fifth wheel plateKP is 0.25 inches, this would provide an overall height of 5.25 inches(H2+KT=5.25 inches) in the neck region N of the trailer TR. In anotherexample, the neck reinforcement structure RS1 or other neckreinforcement structure provided in accordance with the variousembodiments disclosed herein is used to provide main beams B1,B2 thatdefine a second height H2 for the beams in the neck region of 4.75inches, which provides an overall height of 5.00 inches (H2+KT=5.00inches) in the neck region N of the trailer TR when the thickness KT ofthe fifth wheel plate KP is 0.25 inches. In still another example, theneck reinforcement structure RS1 or other neck reinforcement structureprovided in accordance with the various embodiments disclosed herein isused to provide main beams B1,B2 that define a second height H2 for thebeams in the neck region of 4.50 inches, which provides an overallheight of 4.75 inches (H2+KT=4.75 inches) in the neck region N of thetrailer TR when the thickness KT of the fifth wheel plate KP is 0.25inches. For a trailer in which the first height H1≧21, this means thatthe overall height in the neck region (where “overall height”=H2+KT) isless than or equal to 25% of the first beam height H1. In accordancewith all embodiments of the present development, the overall height inthe neck region, i.e., H2+KT, is preferably less than or equal to 30% ofthe first beam height H1, which can be expressed as follows:

H2+KT≦0.30*H1

More preferably, in other embodiments, the overall height in the neckregion is less than or equal to 25% of the first beam height H1 asfollows:

H2+KT≦0.25*H1.

Of course, this necessarily means that the second beam height H2,itself, without including the thickness of the fifth wheel plate KP, isless than 30% of the first beam height H1 (H2<0.30*H1), and the secondbeam height H2 is also most preferably less than 25% of the first beamheight H1 (H2<0.25*H1) to provide a trailer in accordance with thepresent development.

The combination of the stainless steel (such as 304 stainless steel)used for the braces BR1,BR2 and other parts of the reinforced neckstructure RS with the aluminum alloy (such as 6061-T6) used for thebeams B1,B2 has been found to provide an unexpected synergistic effectin terms of the increased strength of the neck reinforcement structureRS during use of the trailer TR. This increased strength is believed toresult from the use of dissimilar metals with similar or matched yieldstrength values, but which exhibit differing physical properties whenelastically stressed and elongated. It is believed that the yieldstrength of the aluminum will be flat or will decrease as it elongateswhile the yield strength of the 304 stainless steel or other stainlesssteel will increase during its bending and elongation when stressed suchthat as the loads on the aluminum beams B1,B2 increase, the stainlesssteel components of the reinforced neck structure RS1,RS2,RS3 willassume more of these loads and provide the added strength needed tocounteract the load stresses and prevent damage to the aluminum beamsB1,B2. It is important that the dissimilar metals selected minimize ionexchange that causes corrosion when exposed to an electrolyte such assalt water resulting from salt and other compounds used for deicingroads. Accordingly, the use of stainless steel as described is preferredin order to eliminate or at least reduce galvanic corrosion due to theuse of dissimilar metals. In addition, polymeric film, paint, and/orother coatings are installed or applied at the interface between thedissimilar metals in the reinforced neck structure RS to inhibit ionexchange and the associated corrosion. One suitable coating is ECK brandcorrosion inhibitor available commercially from Van Nay, LLC, SouthElgin, Ill. and described in U.S. Pat. No. 5,744,197.

In all embodiments, the beams B1,B2 can alternatively be aluminum dropdeck beams Such drop deck beams can be constructed using various methodssuch as disclosed in U.S. Pat. No. 5,210,921 entitled “Method ofExtruded Aluminum Contoured beam Fabrication” assigned to EastManufacturing Corporation, Randolph, Ohio, the entire disclosure ofwhich is hereby expressly incorporated by referenced into the presentspecification.

Exhibit A comprises photographs of a partially constructed trailer TRthat provide additional disclosure of the reinforced neck structure RSand trailer TR.

It is intended that the invention be construed as broadly as possible,while maintaining validity, in order to encompass variations,alternatives, modifications, improvements, equivalents, and substantialequivalents of the embodiments and teachings disclosed herein.

1. A platform trailer comprising: a forward end and a rear end spacedapart from each other along a longitudinal axis; a cargo supportingplatform that extends between said forward end and said rear end andincluding left and right laterally spaced-apart sides; a chassissupporting said platform, said chassis comprising first and second beamsthat extend parallel to said longitudinal axis, said first and secondbeams each comprising a first height H1 located axially between saidforward end and said rear end; at least one axle assembly connected tosaid chassis between a midpoint of said trailer and said rear end andcomprising left and right rotatable wheel and tire assemblies, saidmidpoint being located halfway between said forward end and said rearend; said forward end of said trailer comprising a neck region wheresaid first and second beams each comprise a second height H2 that isless than said first height H1; a fifth wheel plate that is fixedlysecured to and that extends between both said first and second beams insaid neck region; a kingpin connected to said fifth wheel plate andadapted to be engaged by an associated tractor fifth wheel; said trailerfurther comprising a neck reinforcement structure located in said neckregion, said neck reinforcement structure comprising: a first beamreinforcement structure connected to said first beam, said first beamreinforcement structure comprising: (i) a first beam inner insertconnected to an inner side of said first beam that faces said secondbeam; and, (ii) and a first beam outer insert connected to an outer sideof said first beam that is oriented away from the second beam; a secondbeam reinforcement structure connected to said second beam, said secondbeam reinforcement structure comprising: (i) a second beam inner insertconnected to an inner side of said second beam that faces said firstbeam; and, (ii) and a second beam outer insert connected to an outerside of said second beam that is oriented away from the first beam; aplurality of internal cross members that extend between and interconnectsaid first beam inner insert and said second beam inner insert; a firstgroup of external cross members located between the first beam outerinsert and the left side rail; a second group of external cross memberslocated between the second beam outer insert and the right side rail;wherein each external cross member comprises an inner segment connectedto an outer segment, said inner and outer segments of each externalcross member of said first group connected respectively to said firstbeam outer insert and said left side rail, and said inner and outersegments of each external cross member of said second group connectedrespectively to said second beam outer insert and said right side rail.2. The platform trailer as set forth in claim 1, wherein said fifthwheel plate comprises: a main portion that extends between and connectssaid first and second beams; and, a bifurcated tail portion includingspaced-apart first and second tail portions each connected to said mainportion, said first tail portion connected to said first beam and saidsecond tail portion connected to said second beam.
 3. The platformtrailer as set forth in claim 2, wherein said first and second tailportions of said fifth wheel plate each extend axially rearward fromsaid main portion of said fifth wheel plate toward said rear end of saidtrailer to at least an axial location where said first and second beamsdefine a height that is at least equal to twice said second height H2.4. The platform trailer as set forth in claim 3, wherein said first beamheight H1 equals a maximum beam height defined by said first and secondbeams.
 5. The platform trailer as set forth in claim 4, wherein saidfirst and second tail portions of said fifth wheel plate each extendaxially rearward from said main portion of said fifth wheel plate towardsaid rear end of said trailer to at least an axial location where saidfirst and second beams define said first beam height H1.
 6. The platformtrailer as set forth in claim 5, wherein said first and second tailportions of said fifth wheel plate each extend axially rearward fromsaid main portion of said fifth wheel plate toward said rear end of saidtrailer to at least an axial location where said first and second tailportions are located between said at least one axle assembly and saidmidpoint.
 7. The platform trailer as set forth in claim 6, wherein eachof said first and second tail portions comprises a primary segmentdefined as part of a one-piece construction with said main portion and asecondary segment connected to said primary segment.
 8. The platformtrailer as set forth in claim 1, wherein: said first beam inner insertand said first beam outer insert are connected to said first beam by afirst plurality of primary fasteners that each extend through said firstbeam inner insert, said first beam, and said first beam outer insert;and, said second beam inner insert and said second beam outer insert areconnected to said second beam by a second plurality of primary fastenersthat each extend through said second beam inner insert, said secondbeam, and said second beam outer insert.
 9. The platform trailer as setforth in claim 8, wherein said plurality of internal cross members eachcomprise a first end welded to said first beam inner insert and eachcomprise a second end welded to said second beam inner insert.
 10. Theplatform trailer as set forth in claim 9, wherein said first and secondbeams each comprise an I-beam profile and include a upper flange, alower flange, and a web that extends between said upper and lowerflanges; said first beam inner insert comprises a first brace installedin a first beam recess located on an inner side of said first beam thatis oriented toward said second beam; said second beam inner insertcomprises a second brace installed in a second beam recess located on aninner side of said second beam that is oriented toward said first beam;said first brace comprising a first leg abutted with said web of saidfirst beam and comprising a second leg connected to said first leg andarranged transverse to said first leg and extending outwardly from saidfirst beam recess beyond said upper flange of said first beam, whereineach of said first plurality of primary fasteners extends through saidfirst leg of said first brace, said web of said first beam, and saidfirst beam outer insert; said second brace comprising a first legabutted with said web of said second beam and comprising a second legconnected to said first leg and arranged transverse to said first legand extending outwardly from said second beam recess beyond said upperflange of said second beam, wherein each of said second plurality ofprimary fasteners extends through said first leg of said second brace,said web of said second beam, and said second beam outer insert.
 11. Theplatform trailer as set forth in claim 10, wherein at least some of saidinternal cross members are bolted to the respective second legs of bothsaid first and second braces.
 12. The platform trailer as set forth inclaim 10, wherein said main portion of said fifth wheel plate isconnected to at least one of said plurality of internal cross membersbetween said first and second beams by a plurality of fifth wheel platefasteners.
 13. The platform trailer as set forth in claim 8, wherein:said inner segment of each of said external cross members of said firstgroup is welded to said first beam outer insert; said outer segment ofeach of said external cross members of said first group is welded tosaid left side rail; said inner segment of each of said external crossmembers of said second group is welded to said second beam outer insert;said outer segment of each of said external cross members of said secondgroup is welded to said right side rail.
 14. The platform trailer as setforth in claim 13, wherein said inner and outer segments of eachexternal cross member of said first and second groups of external crossmembers are connected together by at least two fasteners.
 15. Theplatform trailer as set forth in claim 1, wherein said second beamheight H2 is defined at an axial location on said longitudinal axis atwhich said kingpin is connected to said trailer.
 16. The platformtrailer as set forth in claim 15, wherein the second beam height H2 isless than 30% of the first beam height H1 such that:H2<0.30*H1.
 17. The platform trailer as set forth in claim 15, whereinthe second beam height H2 is less than 25% of the first beam height H1such that:H2<0.25*H1.
 18. The platform trailer as set forth in claim 1, whereinsaid first and second beams are defined from aluminum alloy, and whereinsaid first and second beam reinforcement structures are defined from ametal other than aluminum alloy.
 19. The platform trailer as set forthin claim 18, wherein said first and second beam reinforcement structuresare defined from stainless steel.
 20. The platform trailer as set forthin claim 19, wherein said internal cross members, said fifth wheelplate, and said inner segments of said first and second groups ofexternal cross members are defined from stainless steel.